Air-brake system.



No. 839,366.l

PATENTED DEG. 25, 1906. F. B. GORBY; AIR BRAKE SYSTEM. APPLlOATIOI FILED JUNE 5, 1906.

,A Vuisrrrnn's tmirns PATENT. OFFICE.

FREDB. cenar, or SCHENECTADY. 'NEW YORK.'v AssieNoR'To GENERALv .To all zul/hom it may concern:

. zen ef the United States,residin at-Sch'enec-A i ELELTRIO COMPANY, A CORPORATION OF NEW YORK.

' Ann-BRAKE SYSTEM.

ne. ceases.

:Be a known that Lrg-Ee B. conm, aaaitady, county of Schenectady, tate of New York, have invented certain new and useful Improvements in Air-Brake Systems, of

` which the following is a specification.

l of the typ on short trains, both because of Ithe greaterap lied and released xlliausting it from the train-pipe. Such a tes to airbrake systems My invention re e known as straight an systems,

in which the'brake-cylinders 'are connected directly to the train-pipe and the brakes are y admitting air to and s stem possesses marked advantages over t e so-called automatic system, especially sim licity of apparatus and because it afally applying the* brakes when lthe train for simple and efficient fmea'ns for both gradually ap lying and releasing the brakes.

On theother and, 4the straight air `system as ordinarily' arranged possesses the disadvantage when applied to trains of not automatic-l breaks apart. /Y

LBy my invention I add tofthe straight airbrake system as ordinarily arranged certain additional 'features which without interfering with the normal operation of the s stem give it the additional 'characteristico automatic application of thebrakes 'upon a separation of the train.

f My invention'consists inthe combination With a straight airfbrake system of a second afs l sure arl-a n voir-pressure alls. be ow a .49'

. nected to this train-line,

train-line'norr'nally carrying air at-reservoirpressure,.re8erv01rs on the several cars connected to' and su plied wit reservoir-presedptoo crate when the reserredetermined amount, and a valve controlle bytihepilotvalve and arranged to disconnect brake-cylindex' from onetrain-line andfreservdir from the other and 'to connect reservoir and brakecylinder` tol each other.

The pilot-valve is adjusted toact only when the pressure falls a certain amount-below the minimum limit for which thel air-compressor governor isset, so that during normalH o erationthe essentially ya `stra' ht yair-brake system in specification of ratten recent. Applioaaunnea Jupe. 19ers. sam Nq. 263.703.

lot-valves con-' *bert is connected thro `train-limi T. The cham er 2 is oco11ne' ,t 4 ad, through port b, to 'the brake-'cllnder .B,

Patented Dec.' 25, 1906.

ervoir-"line andreservoirs below normal limits,

and produce anv application of the brakes in the manner above stated.

My invention willA best be understood by break apart, lowering the pressure in the "res-A -the pilot-valve would come into operation reference to thejaccompanying drawings, in

whichv f Figurel shows diagrammatically a straight air-brake. system provided with additional features in accordance with vmyinvention' and Fig. 2 shows a cross-sectional view ci the pilot-valve and of the automatic valve controlled thereby.

In 1, R represents the main reservoir, and C t e air-compressor. The reservoir R isconnectedj'through the automatic valve V, as will be hereinafter explained, to the reser voir-line L.' Bre resents the brake-cylinder,

which is norma y connected through the automatic valve tothe usual trainine T.

The train-line T is connected to the reservoirline L through motormans valve M. With this arrangement by the proper manipulation of the motormans valve the reservoir may be connected tothe trainlineT to apply all the brakes on the-train in the usual manner or the train-line T may be connected to atmosphere to release the brakes. 'v is the pilot-valve, controlling the automatic valve "I have shown a second 'car` arranged'as a trailer, the motormans valve-and air-compresser bei ervoir R being. normally connected to and 'supplied from the reservoir-lineL. It may omitted and the auxiliary resbe noted in passing that the pilot-valve v 1s connected to reservoir-line instead of to the v automatic valve. Of course if the train is composed of` motor-cars the equipment and connections o n eachcar will be exactly the same 'as that The V is shown in Fig. 2. This valve'com rises already described for the'irstl arrangement of the 'automatic I valve =a plurality of chambers 1 to 5. v The c mh the port t to the rThese two chambers are norma y incommunication, with each other, as

` governor is set.

, tem.

nected to the train-line. Chamber 3 is provided with a port r, throu h which it is connected to themain reservoir R, and chamber 4 is provided with a port l, through which it is connected to the reservoir-line L. Main reservoir and reservoir-line are thus normally connected to each other. Chamber 5 contains a piston 10, which carries a spindle 9, on whic'ii are placed two valves 7 and 8. The piston 10 is normally held in the position shown by a spiral compression-s ring 12. In the position shown the valve 8c oses the connection between chambers 2 and V3. A passage 6 connects chamber 3 to the left-hand side of piston 10, and the restricted passage 11 connects opposite sides of the piston, so that the chamber 5 is connected through a 'restricted passage to reservoir-pressure and the pressures on opposite sides of piston 10 are normally equal. A port 13 opens out frompassage 6 and is connected to-a chamber 15 in the pilot-valve v. This chamber 15 is closed on one side by a diaphragm 16. It will be seen that this diaphragm is subjected on its lower side to reservoir-pressure and that a compression-spring 17, adjustable by means of the set-screw 18, presses on the upper side of diaphragm 16 and opposes the reservoir-pressure. The spring is so adjusted that reservoir-pressure through the normal operation of the system overpowers the spring and holds the diaphragm in the position shown. The diaphragm carries a spindle 19, on the lower end of which is the valve 20, which normally closes a connection between the port 21, open to atmosphere, and A the chamber 22, which is connected through port 14 in the automatic valve V with the chamber 5.

The operation is, then, as folloWs: Under inoperative and all parts of both pilotnormal conditions the pilot-valve @remains valve and automatic valve remain in the positions shown in Fig. 2, in which the proper connections are established for operation of the system as an ordinary straight air sys- If, however, the train should break apart, opening the reservoir-line L to atmosphere, the pressure in reservoir-line and in the reservoirs would be lowered beyond the lowest limit for which the air-compressor When this lowest limit has been passedl by a predetermined amount, the spring 17 of the pilot-valve forces the diaphragm 16 downward against the lowered pressure in chamber 15, so as to open the connection between chamber 22 and port 21. The pressure in chamber 5 is consequently lowered, since the port 11 is too restricted to permit a quick equalization of pressures on The resulting difference of pressure on opposite sides ofthe piston forces it toward the right, opening the connection between chambers 2 and 3 and closing the connections between chainbers 1 and 2 and 3 and 4, respectively. The brake-cylinder is thus disconnected from the train-pipe T, the reservoir is disconnected from the reservoir-line L, and the brakecylinder is connected to the reservoir, thereby applying the brakes. Meanwhile the aircompressor will have started to raise the reservolr-pressure, and since the connection between the reservoir and reservoir-line L is broken the pressure in the reservoir will rise until the pilot-valve is again returned to the position shown, breaking the connection between chamber 5 and atmosphere. The pressure in chamber 5 will then quickl be raised to reservoir-pressure by lea rage through the port 11, and the automatic valve will then return to the position shown in Fig. 2. This again' connects brake-cylinder to train-line and reservoir to reservoir-line, so that the pressure in the brake-cylinder will be somewhat lowered. vBefore the brakes are entirely released, however, the reservoirpressure will again have been lowered a sull-icient amount by exhausting through the broken reservoir-line L to cause the pilotvalve v to operate again in the manner that has been heretofore explained. Thus as long as the reservoir-line remains broken the pilot-valve and automatic valve controlled thereby will move periodically from one position to the other, raising and lowering the brake-cylinder pressure, but without releasing the brakes. As soon as the reservoirline L is closed, the rise in reservoir-pressure due to the operation ofthe compressor will return the valves to the position shown in Fig. 2 permanently, so that the brakes will be automatically released.

The cycle of operation which has been described occurs on each motorcar of the train--that is, if the train is composed entirely of motor-cars each arranged like the motor-car in Fig. 1 the description above applies to all the cars. If, however, a portion of the cars are trailers-that is, not provided with air-compressors, but instead with auxiliary reservoirs charged from the reservoir-line--the arrangement and the operation are slightly different. As shown in Fig. 1, the pilot-valve v on the trailer is connected to reservoir-line instead of to reservoir through the automatic valve, as on the motor-car. The reason for this change will appear from -the following considerations: If the pilot-valve on the trailer were connected to the reservoir, it would be necessary to provide special means, such as a by-pass valve, for releasing the brakes after the reservoir-line had broken and again been connected, for since the automatic valve disconnects reservoir-line from auxiliary reservoir on the trailer a rise of pressure in the reservoir-line after ithas been connected could IOO llO

IIS

esasec not pass to the auxiliary reservoir, and. consequently the pilot-valvewould not be af fect'ed by this rise in'pressure, but would remain in. osition'to ymaintain the brakes applied. y connecting the pilot-valve, on theother hand, to reservoir-line, as shown in Fig; 1, it will be returnedl automatically to- "normal position 'when the pressure in reservoir-'line rises to normal, and thus the brakes `on the trailers "would be automatically re leased. With ythe pilot-valve connected to reservoir-line instead of to reservoir the i brakes are applied whenthe reservoir-line is n'ected andpres'sure therein restored to rior-l broken-.b connecting auxiliary reservoir to brake-cyllnder, and this connection is not disturbed" until reservoir-line 'is again conmal.

It -Will be. seen that although the connections of the, lot-valves on the motor-car and trailer d'` er somewhat, nevertheless the connections infbothfcas'es are essentially the to the sourceo vressure.l This source on the motor-car 1s t fe mam, reservolr, and onv f the trailer it "is the reservoir-line. It is this connection to thesource in each case which produces automatic release of the, brakes in Vboth cases.A If the pilotvalvewe're'connected to reservoir-line. on the motor-cari or to reservoir on the trailer, the operation as far as application `of the brakes is concerned vwithin thescope of my invention.

What lI claim as new, and desire to secure by Letters Patent of the United States, is` 1. In an* air-brake system, reservoirs on the several cars of the train, a train-linenormally connected. to. the brake-cylinders, av second train-line. normally connected to the reservoirs, al pilotvalve on each car respon-` lsive toa fallin reservoir-pressure below norprllot-valve for disconnecting mal limita/and means controlled by said brake-cylinder om the first train-line an reservoir from the second` train-line and for connecting. brakecylinder to'reservo'ir. A

'2. In,` an air-brake system, reservoirs onthe severgl carsof the train,-a train-line normally co nected to the brake-cylinders, a

- second'train-line normally connected tothe prising a movable membersubjccted to res-4 erven-pressure o n` one' slde and yto a constant ressure .in the. other, and means; "controlled y said pilot-valve for disconnecting brakecylinderT and `reservoir from the' train-linesl and for connecting them to each other.

3. In an air-'brake system, reservoirs on the several cars of the tram, a train-Ime norreservoirs, a'pilot-valve on each car comprismg a. diaphragm subjected to reservolrl pressure on one vs1de and to'springpressure on' the other.,*'and means controlled by ,said pilot-valve for` disconnecting brake-cylinder and reservoir from the train-lines and for connecting them to each other.

In an air-'brake system,` 1 eservoirs on the several ears of the train,a train-line'nor- -mally connectedgto the brake-cylinders, a `second train-line normally connected tothe mally connectedfto. the brake-cylinders, a

second train-linenormally connected to .the

i reservoirs, a pilot-valve on each; car normally in connection with reservoir and reservoirline',v and means "controlled by said4 pilotvalve for 'disconnectingbrake-cylinder and reservo i.r""',`fromA the train-linesv and connecting them to'each other.

' 5. In an; ai -brake system, reservoirs on the several car's'ofthe train,"a trainline normally 4connected to the brake-cylinders, a second train-line normallyconnected to the reservoirs, a pilot-valve on each ca rcom prisin'g .a movable member subjectedto reservoir-pressure o n .one side and to springpressure onjthev other, and an' automat1c' valve controlled by said pilot-valve and comprising a chamber connected to said pilotvalve, a piston in said chamber, and valves operatively connected to said plston and adapted to disconnect brake-cylinder and reservoir from the train-lines and to` connect them to each other.

6. In Vanfair-brakev system, reservoirs on the several carsof the train, one or more of said reservoirs being provi ed with air-compressors, a .train-line normally connected to theI brake-cylinders, a second tram-Ime normally connected to said reservoirs, a pilot- IOO ro5 I valve on each car responsive to a-fall in reservoir-pressure below normal limits, and means controlled by said lotvalve for disconnecting brake cylin er and reservoir from the train-lines andfor connecting them to each other.

7 In' an air-brake system, reservoirs on the several cars of the train',atrainl1nenor mally connected to the brake-cylinders, 4a second train-line normally connected to reservoi'rs,.a connection between 4the'two trainlines, a motormans valve insaidconnection ya pilot-valve on eachcar responsive to a fallv reservoir-pressure below normal limits, andmeans controlled b 'said'pilot-valve' for disconnecting brake-cy' derl and reservoir from the train-lines and for connecting them v125 8. In anair-brake system, reservoirs en v theseverlcars of thetrainfa trein-line norl connected to said reservoir and reservoir- 1o mally connected to. the brake-cylinders, a. line on the reservoill` side of said disconnectsecond train-line normallyL connected to the in .means v reservoirs, a. -pilot-Velve on each cer normnlly, n Witness whereof I have hereunto set my 5 .in connection Wthreservoir and reservoirhand this 3d day of June, 1905` lineyan'd neans controlled .by saidI pilot-I FRED B. COREY.

valve for disconnecting brake-c linder and Witnesses: reservoir from the train-lines an connecting BENJAMIN B: HULL, them to `each other, said pilot-valve lbeing HELEN ORFORD.' 

